Internal-combustion engine.



No. 784,818. PATENTED MAR. 14, 1905. G. W. WEISS. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED FEB. 26.1003.

2 SHEETS-SHEET 1.

No. 784,818. PATENTED MAR. 14, 1905.

v0. W. WEISS. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED FEB. 26.1903.

2 SHEETS-43331 2 2% i R 1 i' W; 'll I r'atented Maren 14, 1905.

PATENT @TFICE.

CARL W. WEISS, OF NEW YORK, N. Y.

INTERNAL-COMBUSTION ENGINE.

SPECIFICATION forming part of Letters Patent No. 784,818, dated March 14, 1905.

Application filed February 26, 1903. Serial No. 145,154.

ough of Brooklyn, cityof New York, State of New York, have invented certain new and useful Improvements in Internal Combustion Engines, of which the following is a specification, reference being had to the accompanying drawings, forming a part hereof.

This invention is particularly concerned with the feeding of the fuel which forms the basis of the explosive mixture in internalcombustion engines and its regulation according to the work performed by the engine.

The invention will be more fully explained hereinafter with reference to the accompanying drawings, in which it is represented as embodied in a multiple-cylinder engine.

In the drawings, Figure 1 is a view in elevation of a two-cylinder engine which embodies the invention, the igniter being shown partly in section. Fig. 2 is a detail view, chiefly in vertical central section and on a largerscale, of the fuel-distributer. Fig. 3 is a detail view, chiefly in vertical section,showing the fuel-pump and the devices for regulating and controlling its action. Fig. 4: is a top view of the governing device for regulating the action of the fuel-pump. Fig. 5 is a view in vertical central section of the governing device, the shaft thereof being shown in elevation. Fig. 6 is a view in transverse section on the plane indicated by the line 6 6 of Fig. 5.

In the engine represented in the drawings there are two working cylinders A, having each, as shown in Fig. 2, a piston B, connected by a pitman B with a common crank-shaft C. The working cylinder is provided, as usual, with an inlet-port a, communicating with the crank-chamber A and arranged to be uncovered by the piston as it approaches the limit of its forward movement, an exhaust-port (4, also arranged to be uncovered by the piston, and an air-port (4 which is uncovered by the piston as it approaches the limit of its rearward movement to admit air to the compression-chamber A As represented in Fig. 1, the two igniters D of the two cylinders may be combined by a union-piece (Z which has, nevertheless, a dividing-web (P, so that the igniters are independent in operation, while being capable of being heated in starting up by a single external heater.

The fuel which forms the basis of the explosive charge is delivered to all of the cylinders of the engine by a single pump G, through a fuel-distributer g, which is connected with the several fuel-feed nozzles H, above referred to. The pump, which has a spring-lifted plunger G and inlet and outlet valves G and G as usual, is arranged to be operated, by means presently to be described, as many times during each complete revolution of the crank-shaft as there are single cylinders acting upon the crank-shaft, since each cylinder must receive a charge for every complete cycle. The distributor, which receives the oil from the pump, must be so arranged as to deliver fuel to the several cylinders in succession as the pump is operated and must therefore make a complete cycle for each revolution of the crank-shaft. As shown in Fig. 2, the fuel-distributer may conveniently comprise a small cylinder 5 having ports connected, respectively, with the fuel-delivery nozzles of the several cylinders, and a hollow valve-stem or plug 9*, having ports g properly placed to register successively each with the corresponding port or and receiving its supply of oil interiorly from the pump G through a suitable delivery-pipe g For the operation of the pump and the oil-distributer a counter-shaft I is provided, the same being driven from the crank-shaft C by any suitable means, such as a chain z' and sprocket-wheels t" and on the crank-shaft and counter-shaft, respectively, this gearing being so arranged that the counter-shaft shall revolve as many times for each complete revolution of the crankshaft as there are single cylinders to act upon the crank-shaft-that is to say, in the engine shown in the drawings the counter-shaft revolves twice for each revolution of the crankshaft. Gears and 2" on the counter-shaft I and valve-stem g of the fuel-distributer are again so proportioned that the valve distributer shall make a complete cycle for each revolution of the crank-shaft.

It has been assumed that a cam or its equivalent is carried by the shaft I to operate the plunger G of the pump. In practice this cam is shiftable and is controlled by thegoverning device so that the action of the pump shall be proportioned always to the demands made upon the engine. As represented in Figs. 4:, 5, and 6, the cam k, tapered laterally, is formed upon a weighted body K, which is pivoted transversely upon the shaft I and is connected at one end to the shaft I by an adjustable spring, as at In. The weighted body K is preferably recessed oppositely on opposite sides of its pivot-pin 711 as at 70 and 70, respectively, so that the weighted body K may lie close to the shaft I under normal conditions. As the speed of the engine increases the ends of the weighted body fly out from the shaft I against the tension of the spring 7/ and change the position of the cam 70 with respect to the part through which it acts upon the plunger of the pump, so that the stroke of the pump shall be reduced and a less quantity of fuel be delivered to each cylinder through the fuel-distribute! until the speed falls. For convenience an independent plunger L is interposed between the cam 70 and the plunger Gr oi the pump, said plunger L bearing a roller Z for contact with the cam. The plunger L rests upon the plunger G and is guided in a movable sleeve M, which is mounted in a suitable bracket on the casing of the engine. A washer l on the lower end of the plunger L limits the upward movement of the plunger with respect to the sleeve M, and the latter is movable in the direction of the axis of the plunger to limit the upward movement of the plunger L, and therefore the upward movement of the plunger G of the pump, by suitable means, such as a rod N, which at its lower end is threaded into a projection from the sleeve M and at its upper end is rotatably held in a suitable bearing a. A handle a may be applied to the rod N to operate the same and may have a spring-detent 12. to engage a ratchet n formed on the bearing a, to retain the rod in adjusted position. This device provides for the control of the speed of the engine by hand While the engine is running. The operation of the engine will be understood without further explanation.

I claim as my invention 1. In an explosion-engine, the combination of a fuel-pump, a shaft driven from the engine, weighted arms pivoted transversely upon said shaft, a cam or eccentric carried by said arms whereby the throw of the cam or eccentric is varied with the shifting of the arms, and operative connections between said cam or eccentric and said pump, substantially as described.

2. In an explosion-engine, the combination of a t'uel-pump, ashaft driven from the engine, integral weighted arms pivoted centrally and transversely upon said shaft, a cam or eccentric carried by said arms about the pivot thereof, and operative connections between said cam or eccentric and said pump, substantially as described.

This specification signed and witnessed this 18th day of February, A. l). 1903.

CARL NV. WEISS.

In presence of- ANTHONY N. J ESBERA, M. A. BRAYLEY. 

